Sylvania



Sept 16 1924.

J. B. STRUBLE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Feb. 23

Patented Sept. 16, 1924.

' UNITED STATES PATENT OFFICE.

JACOB B. STRUBLE, OF OAKLAND, CALIFORNIA, ASSIGN'OR TO THE UNION SWITCH SIGNAL COMPANY. OF SWISSVALE. PENNS YLVANIA, A CORPORATION OF PENN- SYL'VANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed February 23, 1922. Serial No. 538,658.

To all whom it may concern:

Be it known that I, JAcon B. STRUBLE, a

citizen of the United States, residing at Oakland, in the county of Alameda and State of California, have invented certain new and useful Im rovements in Railway- Traflic-Controlling pparatus, of which the following is a specification.

My invention relates to railway traflic controlling apparatus and particularly to apparatus for governing the movement of cars or trains at points where two or more tracks intersect'or converge.

I will describe one form of apparatus embodying my invention,'and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view showing one form of apparatus embodying my invention applied to two intersecting tracks. Fig. 2 is 9. diagrammatic view showing one form of. apparatus' for the control and operation of the derails illustrated in Fig.1.

Similar reference characters refer tosimilar parts in each ofthe views.

Referring first to Fig. 1, the reference characters D and D designate tworailway tracks which intersect at the point 25, and over each of which tracks traffic moves in both directions.

Alternating current, for the control and operation of all of the traffic governing de vices shown in the drawing is supplied by a transformer T, the primary of which is constantly supplied with alternating current from a suitable source, which is not shown in the drawing, and the secondary of which is connected with wires B and C which lead to each of the trafiic governing devices.

Each track D and D is provided with an insulated section which extends-in each direction from the point of intersection '25 and is electrically isolated from the tracks beyond by insulated rail joints 2. Each track section is provided with a track circuit comprising a source of current and a relay. Considering track D for example, the source of current for the associated track circuit is a transformer T the primary of which is connected with wires B and C. and thesecondary of which is connected across the track rails at the right-hand end of the which is connected across the track rails of the section and the secondar of which is connected with a track relay It will be seen, therefore, that in accordance with usual practice the track relay IE will be energized when track D is unoccupied with-- in the limits of the insulated section, and de-ener izedwhen a train occupies any part of the insulated section of this track. The track circuit for track D similarl comprises transformer T, transformer 2 and track relay E.

Track D is provided with two derails A and A, located on opposite sides of the intersecting point 25, and arranged to cause derailment of trains approaching the intersecting oint. Track D is similarly provided with two derails A" and A located on opposite sides of the point of intersection 25 and likewise adapted to cause derailment of trains approaching this point. All four derails are located within the limits of the insulated track sections, and, as here shown, each derail is normally open.

Located adjacent each derail is a signal designated by the reference character S with the same exponent as that applied to the associated derail. Signal S for example, governs the movements of trains approaching the point of intersection 25 from the left, while signals governs the movements of trains approaching the point of intersection from the right. Each signal, as here shown, comprises-two electric lamps G and'R, adapted when illuminated to indicate proceed and stop. respectively.

' One form of apparatus for the control of operation of each derail A is illustrated in detail in Fig. 2. Referring to this view, it will be noted that the derail is operated by a motionplate 10 containing a slot 11 which coacts with a roller 12 operatively connected with the movable point of the derail. This particular type of operating device is chosen merely for purposes of illustration, however, and is only one of several types of equivalent devices which may be employed to accomplish the same result. The motion plate 10 is shifted or reciprocated by a mo tor M having an armature 8 and a field winding 9. This motor is controlled by a circuit controller F comprising two windings 5 and 6 and a pair of contact fingers 7 and 7. The motor is further controlled by two contacts 21 and 22, which are operatively connected with the motion plate 10 and are so arranged that contact 21 is closed at all times except when the derail A is closed,

and contact 22 is closed at all times except when the derail is open. Winding 6 is constantly supplied with current from the power wires B and C, while winding 5 is supplied with current of one. instantaneous rel ative polarity or the other by means of wires 3 and 4. The control of the supply of current to wires? and 4 will be explained hereinafter with reference to Fig. 1. As shown in Fig. 2, the derail A is open. When the derail is to be closed, the relative 11'1- stantaneous polarity of the current supplied to wires 3 and 4 is reversed, so that contact fingers 7 and 7 are reversed. Current is then supplied to motor M from power wire B, through wire16, contact 7, wire 17, field winding 9, wires 18 and 18, contact finger 7, wire 19, contact 21, wlre 20, and armature 8 to power wire C. When the derail A reaches its full closed position, contact 21 opens, thereby opening the c1rcuit just traced and so de-energizing motor M. Contact 22 in the meantime has become closed. When the derail A is to "be again opened, the relative instantaneous polarityof the current supplied to winding 5 is again reversed, so that contact fingers 7 and 7 are restored to thepositions in which they are shown in the drawing. Current then flows from power wire B, through wire 16, contact finger 7, wires 23 and 18, field winding 9 of motor M, wire 17, contact finger 7,

wire 24, contact 22, wire 20, and motor armature 8 to power terminal C. As soon as the opening movement of derail A is comleted, contact 22 opens thereby de-energizmg motor M, but contact 21 has closed in the meantime, so that the parts are restored to the positions in which they are shown in the drawing.

Operatively connected with the contact fingers 7 and 7 of the circuit controller F is a contact 13 which occupies one position or the other according. as the contact fingers are in one closed position or the other. Operatively connected with the derail A itself,

that is, with the movable point of this de-.

rail, is a second circuit controller 14 which occupies one position or the other according as the derail is closed or open. Operatively connected with themotion plate 10 is a third contact 15 which occupies one position or the other according as the motion plate is in one extreme position or the other. These three contacts 13, 14 and 15 are employed to overn certain parts of the apparatus shown 1n Fig. 1, where they appear with suitable exponents applied to the reference characters to correspond to the exponent of the associated derail. 4

Referring again to Fig. 1, the control of the derails is as follows: Considering "derail A, and assuming that track relay E is energized as shown, the control wires 3 and thus supplied to circuit controller F is such as to cause derail A to be open. At the same time circuit controller F for derail A is supplied with current of the same relative polarity through a circuit which passes from power wire B, through wire 26, contact 27, wires 28 and 3 circuit controller F wires 4 and 30, contact 31, and wire 32 to Wire C. Derails A and A are similarly controlled by track relay E. iVhen this relay is energized, current flows from power wire B, through front contact 33 of relay E, wire 34 where the circuit divides, and one branch continues through wire 3 circuit controller F and wire 4 while the other. branch passes through wire 3*, circuit controller F, I

and wires 4 and 37; the circuit then continues through wire 35, and the front point of contact 36 of relay E to power wire C.

The instantaneous relative polarity of the currentthus supplied to each circuit controller F and F is such as to cause"derails A and A to be open.

I will now assume that a train moving toward the east enters the insulated track section of track D therebyd'e-energizing relay E The control winding 5 in circuit controller F is then supplied with current which flows from power wire B, through -w re 75, contacts 13, 14* and 15 associated with derail A, wirc 38, contacts 15 14 and 13 associated with derail A, wire 39, back polnt of contact 31 of track relay E wires 30, 29 and 4, control winding of circuit controller F, wires 3 and 28, back point of contact 27 of track relay E and wire 32 to power wire C. The current thus supplied to circuit, controller F is of the opposite instantaneous relative polarity, and, consequently, it causes derail A to close. Inasmuch as the control winding in circuit controller F is connected in multiple with the corresponding winding in circuit controller F, it follows that circuit controller F will likewise be reversed, and so will cause derail A to close. It will be observed, however, that derails A and A will not close unless the contacts 13, 14 and 15 associated with the derails in track D are all in the posinormal position. As soon as the train leaves the insulated section of track D track relay E again becomes energized, thereby restoring derails A and A to their open positions.

I will now assume that while the insulated section of track D is unoccupied, a train enters the insulated section of track D,

thereby de-energi zing track relay E, The circuits for the control windings of circuit controllers F and F then pass from power wire B, through contacts 13, 14 and 15 associated with derail A, wire 41, contacts 15 14 and 13 associated with derail A wire 42, back point of contact 36 of track relay E, wire 35, control windin s of circuit controllers F and F in multiple, wire 34, back point of contact 33 of track relay E, wire 43, front contact 44 of track relay E and wire 45 to power wire C. The instantaneous relative polarity of the current thus supplied to circuit controllers F and F is such as to cause derails A and A to close, but it will be observed that this can be accomplished only if derails A and A are open and all'of the apparatus associated with these derails is in normal condition.

It will be noted that the closing circuit for derails A and A includes a front contact 44 of track relay E The function of this contact is to prevent reversal of both' A in track D but the opening of contact 44 of this relay would prevent the closing of derails A and 'A in track D. It follows that the train on track D will be permitted to proceed across the intersection,-

whereas the train on track D will be derailed if it should attempt to proceed. As soon as the train on track 1) leaves the insulated track section, derails A and A will open, while derails A and A will close, so that the train on track D will then be permitted to proceed.

The control of the signals is as follows. Signals S and S are controlled in multiple by a signal relay H whereas signals S and S are controlled in multiple by a signal relay H. Signal relay H is normally deenergized, and when in this condition the stop lamps R of signals S and S are both lluminated through a circuit which passes from power wire B, through wire 46, back contact 47 of relay H wire 48, where the I II 0 a circuit divides, one branch passing through wire 49, lamp R of signal S andwire 50 to power wire C, while the other branch passes through wire 51, lamp R of signalS and wire 52 to power wire C. Similarly, when signal relay H is de-energized, current passes from wire B, through the back point of contact 56 of relay H, wire 57 where the circuit divides, one branch passing through wire 58, lamp R of signal S and wire 59 to power wireC, while the other branch passes through wire 64, lamp R of signal S and wire 61 to the power wire C.

When relay H is energized, the stop lamp R of each signal S and S will be extinguished, and the proceed lamp G of each signal will be lighted by virtue of a circuit which passes-from power wire B, throu 11 wire 46, contact 47, wire 53, to point 3 where the circuit divides, one branch passing through. wire 54, the proceed lamp G of signal-S and wire 50 to power wire-C, while the other branch passes from point 7 3 through wire 55, the proceed lamp G of signal S and -wire 52 to ower wire C, Similarly, when relay H 18 energized, the stop lamp R of each signal S and S becomes extinguished, and the proceed lamps G of these signals are lighted by virtue of a circuit which passes from power wire B, through contact 56 of relay H, wire 62, to point 74 where the circuit divides, one branch passing through wire 63, lam G of signal S and wire 59 to power wire O while the other branch passes from point 74 through wire 60, lamp G of signal S, and wire 61 to power wire C.

The circuit for signal relay H passes from power wire B, through wire 75, contacts 13, 14 and 15 associated. with derail A, Wire 38, contacts 15 14 and 13 associated with derail A wire 39, back point of contact 31 of track relay E wire- 30, wires 29 and 65, contacts 13, 14 and 15 associated with derail A, wire 66, contacts 15"., 1.4 and 13 associated with derail A wire 67,'winding of relay H and wire 68 to power wire C. It will be observed that. this circuit is closed only when derails A and A are opened, derails A and A are closed and track relay E is de-energized. In other words, relay H will be energized only when a train has entered the insulated section of track D and derails A- and A have both responded to the presence of this train by power wire B, through contacts 13, 14 and 15 associated with derail A, wire 41, contacts 15 14 and 13 associated with derail- A", wire 42, back point of contact 36 of track relay E, v wires 35, 37 and 76, contacts 13,

14 and 15 associated with derail A wire 69, contacts 15 14 and 13? associated with derail A wire 70, winding of relay H and wire 71 to power wire C. It will be observed that this circuit is closed only when derails A and A are open, derails A and A are closed, and track relay E? is deenergized. In other words, signal relay H is energized only when a train has entered the insulated section of track D and both dera'ils A and A have responded to the presence of such train by closing. When relay H is energized, signals S and S will give the proceed indication, as hereinbefore explained.-

Although I" have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is: r

1. In combination, two intersecting railway tracks, a normally open derail in each track, and means set into operation by a train approaching the intersection on either track for closing the derail in such track provided the derail in the other track is open.

2. In combination, two intersecting railway tracks, a normally open derail in each track, and means set. into operation by a train approaching the intersection on either track for closing the derail in such track provided there is no train approaching the intersection on the other track.

3. In combination, two intersecting railwav tracks, a track circuit for each track including a source of current and a track relay, a normally open derail in each track, and means set into operation by each relay when released by a train entering the corresponding track circuit. for closing the derail in the corresponding track provided that the derail in the other track is open.

4. In combination, two intersecting railway tracks, a track circuit for each track including a source of current and a track relay, a normally open derail in each track, and means set into operation by each relay when released by a train entering the corresponding track circuit for closingthe derail in the corresponding track provided that the track circuit for the other track is unoccupied.

5. In combination, two intersecting railway tracks, a track circuit for each track including a source of current and a track relay, a normally open derail in each track, a governing circuit for closing each derail which circuit is controlled by the track relay for the corresponding track and is closed only when such relay is de-energized,

and means for preventing closure of said governing circuit for either derail unless the derail in the other track is open.

6. In combination, two intersecting railway tracks, a track circuit for each track including a source of current and a track relay, a normally open derail in each track, a governing, circuit for closing each derail which circuit is controlled by the track relay for the track in which the derail is located and is closed only when such relay is de-energized, and means for preventing said governing circuit for one derail from being closed when the track relay for the other track is de-energi'zed.

7. In combination, two intersecting railway tracks, atrack circuit for each track including a source of current and. a track relay, a normally open derail in each track, a overning circuit for closing each derail wliich circuit is controlled by the track relay for the track in which the derail is located and is closed only when such relay is de-energized, means for preventing either of said governing circuits for closing unless the derail in the other track is open, and means for preventing said governing circuit for one derail from being closed when the-track relay for the other track is de-energized.

8. In combination, two intersecting rail-' way tracks, a normally open derail in each track, a governing circuit for each derail arranged when closed to close the derail, and

means controlled by a train on either track approaching the intersection for closing said governing circuit for the derail in such track provided the derail in the other track is open.

9. In combination, two intersecting railway tracks, a normally open derail in each track, a governing circuit for each derail arranged when closed to close the derail, and means controlled by a train on either track approaching the intersection for closing said governing circuit for the derail in such track provided there is no train approaching the intersection on the other track.

10. In combination, two intersecting railway tracks, a track circuit for each track including a source of current and a track relay, a derail in each track, and means for controlling eachdcrail by the relay for the corresponding track and one derail by the relay for the other track;

11. In combination, two intersecting railway tracks, a track circuit for at least one'of said tracks including a track relay, a nor mally opcn derail in the other track, and means for preventing said derail from being closed when said track relay is (lo-energized.

12. In combination, two intersecting railway tracks. a derail in each track, an operating mechanism for each derail responsive to reversals of current to'open and close the derail, means for normally supplying rail in each track, an operating mechanism for each derail responsive to reversals of current to open and close the derail, means for supplying each mechanism with current of opening polarity when the associated track relay is energized, and means for supplying each mechanism with current of closing polarity when the associated relay is deenergized provided the other derail is then open. I

14. In combination, two intersecting railway tracks, a track circuit for each track including a normally energized relay, a dc rail in each track, an operating mechanism for each derail responsive to reversals of current to open and close the derail, means for supplying each mechanism with current of opening polarity when the associated track relay is energized, means for supplying each mechanism with current of closing polarity when the associated relay is deenergized provided the other derail is open, and means for preventing the supply of current of closing polarity to the mechanism for one derail when the relay for the other track is de-energized. r

15. In combination, two intersecting railway tracks, a derail in each track, a circuit controller for governing each derail and responsive to reversals of current, means for normally supplying each circuit controller with current of such polarityas to open the associated derail and for supplying each circuit controller with current of the opposite polarity when a train is approaching the associated derail, and means for preventing the supply of the last-mentioned polarity to either circuit controller unless the other circuit controller is in normal position.

16. In combination, two intersecting railway tracks, a normally open derail in each track, means controlled by a train approaching said intersection on either track for closing the derail in such track provided the derail for the other track is open, a signal for each track, and means controlled by a train approaching the intersection on either track for clearing the signal for such track if the derail for such track is closed and the I derail for the other track is open.

17. In combination, two intersecting railway tracks, a derail in each track, a signal for each track, and means controlled by a for each track, contacts operated by said derails, and a circuit for each signal including a contact on the derail in the same track which is closed only when the derail is closed and a contact on the other derail closed only when the derail is open.

19.. In combination, two intersecting railway tracks, a track circuit for each track, a derail in eachtrack, and a signal for each track controlled by the corresponding track circuit and by both derails.

20. In combination, two intersecting railway tracks, a track circuit for each track, a derail in'each track, a signal for each track, and means for preventing each signal from indicating proceed unless the corresponding track circuit is occupied and the corresponding derail is closed and the other derail is open.

21. In combination, two intersecting railway tracks, a track circuit for one track, a signal for the same track, a derail for the other track, and means forcontrolling said signal jointly by said track circuit and by said derail.

22. In combination, two intersecting railway tracks, a derail for each track, a signal for one track, a relay for said signal arranged to cause the signal to indicate stop or proceed according as the relay is deenergized or energized, and a circuit for said relay controlled by said derails and closed only when the derail in the track associated with said signal is closed and the other derail is open.

23. In combination, two intersecting railway tracks, a signal for one track, a derail for the other track, a relay for said signal arranged to cause the signal {to indicate proceed or stop according as the relay is energized or de-energized, and a circuit .for said relay controlled by said derail and closed only when the derail is open.

24. In combination, two intersecting railway tracks, a track circuit for one track,

energized, and means for controlling said.

relay by said track circuit andby said derail.

In testimony whereof I affix my signature.

JACOB B. STRUBLE. 

